Power transmission



April 20,1948. v. E. MATULAITlS- 2,440,055-

POWER TRANSMISSION Filed Nov. 14, 1940 5 Sheets-Sheet 1 INVENTOR QQXTTORNEYS- P v. E. MATULAlTlS 2,440,055

POWER TRANSMISS ION Filed Nov. 14, 1940 5 Sheets-Sheet 2 7 j gi&lfi A 7777 9 ll L Q 2d fl fi- 45 INVENTOR ATTORNEYS April 20,1943.

v. E. MATULAITIS POWER TRANSMISSION Filed Nov. 14, 1940 5 Sheets-Sheet 3 April 1948. v. E. MATULAITIS POWER TRANSMISSION Filed Nov. 14, 1940 5 Sheets-Sheet 4 April 20, 1948. v. E. MATULAITIS POWER TRANSMISSION 5 Sheets-Sheet 5 Filed NOV. 14, 1940' Patented Apr. 20, 1948 I POWER TRANSMISSION Victor E. Matulaitis, Highland Park, Mien, sssigner to Chrysler Corporation, Highland Park,"

Mich., a corporation of Delaware Application November 14, 1940, Serial Iva-365,591

27 Claims.

This invention relates to motor vehicles and refers more particularly to power transmission and control mechanism therefor.

My invention has particular reference to transmission systems in which the torque load is re lieved a by momentary interruption of the engine ignition or by other suitable means in order to unload positively engageable drive control elements so as to facilitate disengagement of such elements. One example of such a transmission is described and claimed in the copending application of Carl A. Neracher et al., Serial No. 335,310, filed May 15,1940,

In such transmission systems, the engine ignition when interrupted accommodates disengaging movement of the movableor shiftable drive control element but it sometimes happens that the interrupting mechanism functions to restore the ignition and hence the torque load at the drive control elements before disengagement thereof has been effected. Thisiresults in failure of the transmission to function properly. It is, of course, desirable to interrupt the ignition for as brief an interval of time as is necessary and because of many factors it is-diflicult to arrive at a time interval for setting the ignition interrupting mechanism so that it will function the same under all conditions. Among these factors are variation in oil viscosity, variation in clearance between the drive control elements and the fit of the parts in general, requirements for disengagement of the drive control'elements incident to kick-down and bringing the car to a stop, and

other factors all of which give rise to the aforesaid failure. Furthermore, it is not always so much the time of torque interruption that is of greatest importance in effecting the disengagement. Of greater significance in many instances is the effect of torque interruption itself because it is during the change in the condition of torque load that it is possible to disengage the movable drive control element. Thus, if the load is a drive load then the interruption either relieves this load sufficiently to allow movement of the movable element or is of such duration as to change the drive load to a coast load thereby also accommodating the disengagement during the interval of this change. If the initial load is a coast load then the same effect is obtained by either relieving this load or reversing it to a drive load during torque interruption. If the interruption occurs for an indefinitely long period of time and the movable element fails to disengage, prolongation of thetime of interruption is of no avail because the torque load quickly reverses and it is as a 2 practical matter just as diflicult to disengage the element under either drive or coast load.

Another difiiculty experiencedwith transmission systems of the aforesaid character is in conmotion with failure of the ignition interrupting means to restore the ignition to normal operation after it has functioned to interrupt the ignition. This occurs especially in those transmissions employing interrupter switches" which open and close :by operative connection with some part movable. with the shift'able drive control element. Thus, if such element fails to fully release then the ignition stays in its interrupted condition thereby rendering the engine inoperative as well as in failure of the transmission to function normallybi It is an object of my invention to overcome the aforesaid difficulties andfailur'es by insuring disengagement of the movable drive control element under all desired conditions. This not only insures proper functioning ofthe ignition system and transmission mechanismbut also provides for wider latitude in the allowable tolerances and clearances in the manufacture of the mechanism and controls therefor, and renders the device less sensitive to changes in temperature and resulting lubricant viscosity variation.

A further object of my invention is to provide improved and simplified means for controlling the torque-relieving or torque reversing means.

Another object is to provide an improved torque-relieving-control which will automatically operate one or more times, according to the functioning of the movable 'drive control element, thereby insuring the desired'movement of this element and preventing undue prolongation in the operation of the torque relief means.

An additional object is to provide a torquerelieving or torqueereversing'control which will operate automatically for a period of time variably proportional to and in response to movement of the movable control element or some member moving as a function of this control element.

Another object is'to provide atorque control which embodies a fluid pressure responsive device so as to automatically control torque variation as a function of pressure fluid variation. In systems which incorporate pressure fluid operation of the change speed control mechanism, I preferably arrangemy pressure responsive device to operate as a function ofivariation in the pressure of the fluid medium in the transmission control mechanism. i V

Further objects and advantages of my invention reside in the novel combination and arrangedevelopment according to line 5 of Fig.'4, 'the" automatic clutching sleeve being, released. I

Fig. 6 is a similar view showingiltheiaujto m atic during the drive blocking condition.

Fig. 7 is a similar view showing the automatic clutching sleeve in its coasting relationship-for the Fig. 6 showing, the clutching sleeve being l e li d u in eeast' e? its clutching met ment.

ie 8 i a. similar "viewsl wins th .autema lut hin sleev in fu clutch" g engag ent.-

{9 is a View simila "t u kew n the au emei eell t h g sle v n 'itsieth ter me at sh i no; .Iiur n he'e0ast 1 n' nditienf .ll .10 is a-se tie el va iena ew taken .eid byilinelflellljinfig. m iermi t t ans m ss on meeh nar e lar' ytne lever operating mech nisn Jhelalimma clutching sleeve when inwits en agfiinqsition.

Pg. 11 is a "diagrammatic also; showin only the w; nine w e mechanism for tlieautomatic clutching-sleeve, the latter being shown in its relfifififid osi on, f u mg a re ins is we r lrsa l s e .2v

ion wi h 'Varions'typ meterv hi letrefns H a ief relatively ri-swa 'ae ii tely ensaee le drive controlelements are empl ed, in ond e to st a e ne #1.. s stem. have m v' litien een. en til rte rsa eetpart ef he af-ere a l Nersehe -e .l-papal sat ea.

at e aw gs Are s nt mein r a sems ier engine wh h antes threuehflei plie B an envegie ia-l ime. ar trietiee uten-C the speed rat o. rs sm sie D Wheeee. the d ive nassesiromeutnut; 1220; ted ive the a ehi le whe ls int e usual anne The n ine. eranlssha t. .ear i sthe (@Jlfid u d eeu l n im e er which in the well mea m nner dr es hevaned. runne Z3; wh nce he.

en hub. 24 e-eluteh drivin drive asses thre member 25.. This iiienbemfthen transmits. the driv when clutch C s. en a d a in i through riven meme: 1 -6. tethe. transmi in haft 2 arr ing th main r ve.

ite

clutching sleeve in its intermediate"shiftposition third and reverse. are the first -and third driven gears 39 and 40 'l iepfitifi .-.,1Y:. r 1 ,c9nstant mesh with countershaft gearsziifixand .31. :A hub 4| is splined on shaft and carries therewith a, manually shiftable sleeve Madapted'tos'hift from the Fig. 3 neutral 8- A lut'ch e al .5, c n rols lu ch G sas that when the driver elep essesthispeclal, collar is thr t forward to. cause levers. 3.1- to release e clut dr ing. pressu e. p ate 3. a inst. r n thereby releas n the dr vehe ween u ner 23am shaft. 1-. The primary. fun ion of the main cluteh'c is-to. enable. the d iver o.

make m n a1 shi ts n r nsmiss en D- Referring to the transmission, pinion 23 islin,

nstan me h with. gear-3, whi h dr ves mit rshaft 3 t r u h. an. venrunnine clutch E io the; 7.

positiongeither rearwardly to clutch with teeth 43 of gear 39 orelse forwardly to clutch with teeth M Lgear-AQ. Sleev 42. is .operably onnected'to shitt raililiadapted for operationby any suitable means'iinder shiitirigJQbIltlblQfithe vehicle driver.

.shaft .10. .also carries reverse driven .gear '46 thereto. -A .reverseidler gear 41 is suitably mounted so that when reverse drive is desired, i r T isshifteIlAhFO-MSII Withgears 3:8 and 46.

First, third and reversaspeed ratio drives and central; nsler-m nualsh i en r e q veli ele s he mai lu en bei l ase by dept-e g .n del -2 nshif i g into any one First is obtained by shifting sleeve-'42 toclutch with. teeth 43-,.. th r. .vepassing-113mm eng ne n? e fll3i1 99ll91115-8w0hlih a dsh ft 2-1 e 1 1. f iee threueh ear nd cl ch E te ie? 5- Eremthe eeu rshattthe @Fi-Y th el h see-rs 36... 3-9 and: sleeve-42 to ...d -seleteined-br s i ting sleeve 4:2'to1c111tch wit eeth M. thewdrive nassm sfrom the engine to t e ountershaft. asbeior thence-throu h ear 1;, All-and; sleeve 4:2 to. shaft-.20.

Reverse; "obtained. by shifting idler 41. into mesh with gearsfiifl,"46,1sleevel2;beingin neutral, the reverse rdrive passing from the. engine to the ountershaft Sis-s before, thence through. gears 35; Aland-465th shaft;

."Slidably rsplin'edpon teeth. 48 carried by gear dil is the automatic clutching sleeve F which, under.v Lcentam conditions, "is -:adapted tozshift forwardl-y toclutch with teeth lacarried'my pinion Zfitheneby positively .clutchshaft 2 directly to gear. 410. sleeve isadaptedtozstep-upthe speed; ratio drive from first to second from third to fourth which is. a direct drive speed ratio. Gontmlmeans is promided which limits clutching. ofasleeveE to -approximate synchronism with. teeth 49; and also to a condition-of engine c ast, .sleeveiFheing prevente rrom clutching during that .=condi tion. known as engine drive as when the, engine iSJbBihg speeded up under.

power. 7

When driving in first, second is obtained by thedriyerreleasingthe usual accelerator pedal; 511.?rthereby allow ng pring 5.0% toclose the engine. throttle valve and; cause the engine-to rapidly coast down. When occurs, the ene neal n w th strait. pinion 2.41. and. gear. lid-airflow. do mwhi e shaft.- 2ii'alcng mthigears, .91am ifi eont nuesthei speed-s bysaccommoda. en etc-c utch qnew. verruns. en

seirei matei-sviichrei ism w th. leeve- Fawhich, thereupon autematicall shifts; to. e utel-rv th til teeth 4.8 are. brought: to;

teeth 49 resulting in a two-way drive for second as follows: pinion 28 through sleeve F to gear 46 thence through gears 31, 36 and 39'to sleeve 42 and shaft 20, the clutch E overrunning.

When driving in third, fourth or direct is obtained just as for second by driver releaseof the accelerator pedal and resulting shift of sleeve F to clutch with teeth 49 when these parts are synchronized by reason of the engine coasting down from the drive in third. The direct drive is a two-way drive as follows: pinion 28 through sleeve F to gear 40 thence directly through sleeve 42 to shaft 25, clutch E overrunning as before.

Referring to Figs. 4 to 9 there is shown the blocking means for controlling clutching shift of sleeve F so as to limit clutching thereof to engine coasting and synchronous relationship of the clutching parts. Sleeve F is provided with a series of pairs of what may be termed long and short teeth 56, 5| certain of which may be bridged or joined together. A unitary blocker ring 52 is provided with blocking teeth 53 which either lie in the path of forward shift of teeth 56 or 5! or else between these teeth to allow clutching shift of sleeve F. Thus, blocker 52 has, at suitable locations, a drive lug 54 engaged in a slot 55 of gear 46. The blocker is urged under light energizing pressure of spring 56 into constant frictional engagement at 51 with pinion 28 so that the blocker tends to rotate with pinion 28 within the limits afforded by the travel of lug 54 circumferentially in slot 55.

During drive in first and third, the speed of shaft 21 exceeds the speed of gear 46 so that, if sleeve F is fully released, the parts will be positioned as in Fig, 5 wherein the blocker teeth 53 are in axial alignment with the short teeth 5!. If now the sleeve F is urged forwardly it will move to the Fig. 6 position of drive blocking and will remain in this blocked position as long as the engine drives the car in first or third.

If now the driver releases the accelerator pedal so that the engine may coast down under accommodation of overrunning clutch E, while sleeve F is urged forwardly, then when pinion 28 is reduced in speed to that of sleeve F slight further drop in speed of pinion 28 for a fraction of a revolution below the speed of sleeve F will cause blocker 52 to rotate slightly relative to sleeve F until blocker teeth 53 strike the adjacent sides of long teeth 56 as in Fig. 7 thereby limiting further reduction in speed of the blocker relative to sleeve F. At this time the sleeve F is free to complete its forward clutching shift with teeth 49, as in Fig. 8, the blocker teeth 53 passing between adjacent long and short teeth 56, 5|. With the sleeve F thus clutched during engine coast, a two-way drive is established in second or fourth depending on whether the manually shiftable sleeve F was set for first or third just prior to the clutching shift. of sleeve F.

In the event that sleeve F is urged forwardly from its Fig. 6 position at a time when the gear 40 is rotating faster than pinion 28,- then the blocker 52 will lag :behind the sleeve and will be blocked by engagement of long teeth 50 with the blocker teeth '53 as shown in Fig. 9. This is referred to as the coast blocking condition. If now the engine is speeded up by the driver depressing the accelerator pedal in the usual manner, then the engine and blocker 52 rotate forwardly and blocker teeth 53 move over to the Fig. 6 drive blocking position thereby jumping the gap between teeth 50 and 5|. This is the primary reason for providing the long and short teeth whereby sleeve F clutches only from the drive blocking condition followed by engine coast which protects the teeth and avoids harsh clutching effects on the passengers and transmission mechanism. 0n accelerating the engine from the Fig. 9 coast blocking condition, the engine comes up to a speed limited by engagement of the overrunning clutch E for drive in either first or third depending on the setting of the manual shiftable sleeve 42. Then on releasing the accelerator pedal the sleeve F will synchronously clutch with teeth 49 during coast to step-up the drive to either second or fourth as aforesaid.

The transmission is provided with suitable motor means for controlling shift of sleeve F along with several control means. Referring particularly to Figs. 11 and 12, there is illustrated a pressure fluid operated motor G utilizing air pressure for its operation. For convenience this motor is arranged to operate by the vacuum in the intake manifold system of the engine under control of electromagnetic means illustrated in the form of a solenoid H. The term vacuum is commonlyused to denote pressures less than atmospheric and it is in this sense that I use this term ancl not in the strict sense of zero pressure or absolute vacuum.

Forward shift of sleeve F is effected, under control of motor G, by reason of a spring 53 having its upper end fixed by engaging the outboard portion of a transverse shaft 59 fixed in the housing of transmission D. Mounted tofreely rock on shaft. 59 is a shift yoke 60 which en ages the shift groove 6| of sleeveF, this yoke'having one of its arms provided with a forwardly extending lever 62 carrying a lateral pin 63 which engages the yoke portion 64 of an upstanding lever 65. This lever 65 is fixed to the inboard end of a rockshaft 66 the outboard end of which has fixed thereto a bell-crank follower lever member having lever arms 61 and 68. The end of lever 68 is connected to the lower end of spring 58 and lever 61 carries an adjustable abutment 69 for adjusting the lost-motion at gap 10 (Fig. 12) as will presently be apparent.

Spring 58 acts to yieldingly urge engagement of sleeve F, acting through lever 68, shaft 66 and lever 65, to cause pin 63 to swing yoke 66 forwardly on its shaft 59 until, when sleeve F is fully engaged, a stop pin 'H engages the forward flat face 12 of lever 62. This limits rearward swing of lever 61.

. Arranged for engaging the abutment 69 during its arcuate movement about the axis of shaft 66, is a thrust-imparting leader member in the form of a reciprocatory rod 13 having an enlarged central portion 14 slidably supported in the bore 15 of motor G.

Motor G comprises a cylinder 11 which contains a differential fluid pressure operated element or member 18, herein illustrated as the diaphragm type. This member has its outer portion secured to cylinder 11 and its central portion fixed to the rod 13, the member and rod being urged forwardly in a direction to release sleeve F by a spring 19 which is much stronger than spring 58. A suitable type of releasable holding means is provided for rod 13 so as to releasabiy hold this rod and member 18 rearwardly retracted to their Fig; 12 positions against the action of spring 19 .until it is desired to urge disengagement of sleeve F. This releasable holding means is illustrated in the form of a latch which,

Contact I3I is carried by a conductor I32 which extends by conductor I33 to the aforesaid terminal II2 of distributer III. The switch thus provides an ignition interrupting switch and controls grounding of the ignition system. When switch 0 is closed, by contact I ,29 engaging contact I3I, an ignition grounding circuit is established from distributer terminal I33 through conductor I32, contacts I 3| and I29 to the ground I38.

The cylinder I25 is much smaller than cylinder I1 and chamber I26 is in constant communication with chamber 82 by a pipe I34. Chamber I2? is placed in communication by a pipe I35 with any convenient part of the common vacuum and vent passage system between chamber 82 r and valves 84, 85 although for the best results the pipe I35 should be disposed to communicate with the common vacuum and vent system as remotely from chamber 82 as convenient inasmuch as diaphragm I 28 is to move by reason of pressure difference in the vacuum and vent system.

When the latch 88 is released with the parts positioned as in Fig. 12, sleeve F being clutched, spring I9 operates to rapidly close the gap I8 at the lost-motion between rod I3 and lever 61 thereby establishing thrust-transmitting relationship between spring I9 and follower lever 6! for acting through lever- 64 and yoke 60 to urge sleeve F rearwardly into its Fig. 4 position of disengagement with respect to the pinion.

teeth 49. V

In order to illustrate the principles of my invention let it be assumed that latch 88 is released as aforesaid during the kickdown operation, by closing switch N, such that the engine is operating under open throttle conditions whereby the engine torque is acting to cause pinion teeth 49 to transmit its drive at the sides of the short teeth 5| of sleeve F.

Under the foregoing circumstances, just prior to release of latch 88, the parts are positioned as in Fig. 12 and switch 0 is openbecause chambers I26 and I2I are under the same conditions or degree of vacuum thereby allowing diaphragm I28 to assume its Fig. 12 position. When latch 88 is released by upward movement of solenoid plunger 83, chamber 82 is then opened to vent 89 and spring I9 rapidly moves member 18 forwardly to take up the gap III. As the Volume of chamber I26 is so much less than the volume of chamber 82, and as the pipe I35 communicates with the vent system closer to the valve 84 than the pipe I34, the forward movement of diaphragm 18in taking up gap I8 tends to cause a lag in the buildup of atmospheric pressure in chamber 82 and I 65 nition interruption is not unduly prolonged as 1mhence in chamber I 26 whereas atmospheric pressure builds up more rapidly in chamber I2I. Therefore, in effect, this movement of diaphragm I8 may be said to maintain at least a certain amount of the previously existing vacuum in chambers 82 and I26 for a longer time than would be the case if, for example, the diaphragmdid not move after solenoid plunger 82 moved upwardly from its Fig. 12 position. This causes diaphragm I28 to flex forwardlyto close switch!) and establish the ignition grounding circuit,

'There isalso a certain amount of restriction, which'may be varied as desired, between valve 84 and chamber 82 and this also produces a lag in the pressure rise in chambers 82 and I26 in com- 6 parison'with the pressure rise in chambers 88 and I2I when the plunger 83 is raised from its Fig. 12 position to its Fig. 11 position.

When switch 0 closes as aforesaid, the engine tends to slow down sufficiently to unload the 10 thrust-application at sleeve F and rod I3 ordinarily completes its stroke to the'Fig. 11 position of releasing sleeve F. Thereupon rod I3 stops and the atmospheric pressure immediately becomes established in chambers I26 and I21 to allow dia- 15 Dh'ragmJIZ8 to be restored to open the switch 0 which has been closed for a time period equal to I that taken up by movement of rod I3 from approximately its Fig. 12 position of closing switch 0 to its Fig. 11 position of opening switch 0. The

foregoing cycle of'momentary interruption will occur provided that the sleeve F will slide freely,

and provided that the various linkage parts do 7 not tend to bind as may happen in very cold weather, and provided that the member I8 keeps moving fast enough to maintain a-lower pressure 7 in chamber I26 than in chamber I21. If the rod I3 is not-sufllciently moved during the latter part of it's forward stroke to maintain switch 0 closed during this stroke portion, then the switch 0 au- 30 tomaticallyope'ns and the ignition is restored and the engine tends to speed up. This characteristic is'advantageous and is utilized to provide a number of cycles of momentary interruptio of the ignition for progressively disengaging the sleeve in stages of movement, especially when the parts are sluggish in action or tend to bind. As an example let it be assumed that for some reason the sleeve F does not immediately release when rod I3 thrusts against lever 61, the switch 0 being 40' closed: as before, so that the sleeve tends to stick part way releasedf When this occurs the member I8 will slow up or stop to allow switch 0 to automatically open by-establishing a pressure balance on diaphragm I28. Now as it takes only a 4.5" fraction of a second for the drive load at the teeth of sleeveF to change to a coast load after switch "0 closes, by the time switch 0 opens, under said circumstances, the engine tends to speed up and reverse the tooth load from coast to drive or else to only'relieve the coast load if the sleeve disengages before torque reversal can take place. This in turn allows rod I3 to again move sleeve F rearwardly thereby creating a sudden pressure drop in chamber I26 relative to chamber I 21 so as to cause diaphragm I28'to close switch 0 and if rod 0 times automatically, the time of ignition interruption being of course responsive to and determined by movement of the rod I3 and sleeve F. If sleeve F should for any reason so jam that only gap I8 is taken up when latch 89 is released, then the 1g- ;mediate pressure balance then takes place at diaphragm I28 and opens switch 0 and the car can be driven in second or fourth although this is, of course, an unusual condition. Ordinarily even withthe occurrence of several cycles of momentary ignition interruption the disengagement of sleeve F occurs so rapidly as to be unnoticed on thepart of the driver.

In-the event that latch is raised to start rod 7 5 13 forwardly at a time when sleeve F is driving tandst ll and.

sc ntasithe. s1eve-Fj. ;:Wil1 enga e tee h steprup-it e drive tot-either {though the step-u shifting. -:;'Ihis is-.:.-nessibleeowi the fluid. coupling hen-stosnmeithe panzrion sion of the acceleratoripedaLwiH-icause .mission. stepeup .bachtcriqurth onzseecn s teeth 69, as in bringing the car to rest, then the WitshJ; m sli sewis iilnetiomtetmovide one or a-nlu a ity. Qt. tom eli tvand-eestarmeeeycles liorth na enneetionssvi rs belowi reanprx mately ahthevid i e seed .ef e ensinethere W l ssssu tw nmte to change the direct oiimmsedgtorquaatteeth essaryeasssimbringineethe primal-1T9.iiszordinasilyws-such toast tQIQHhlOfidksmes relatirelnsmaniat tms time.

. n.. he peratis n qt.themeehenglsmatne camt .ith; the ignition-rswitchrltgmlosed 11 s' ll:eause-ithaseieneidvH-.to hQQaQS 1EQVQFHQRSWitCh sclqsedt erebyestal hshingthe.gosemoasoleh dcircu hemp. d sen ased;-.-;1he;d ive 1 t e. thi h or. ow tra nee;andeaeeeierates theecar rdina ly aliovet hese a tica .sneedwfimvemnm: th eby au in snit hl Q QDfiDifiQbli akithegov- -.e. nor. .sol noiclzn m ns.As vacuumaib ildsenpein .theen ine intakelmanii ls inpluneeedisnewsbenalowered by-sprins:lflfiiheceus rsw tshhisepen.

memberzlew lz operated-tbsnlaelillmatheneby Ei eslzelatehed nssiticna tAs l owsatheiensmea weeast.

emons be new -52 until.ep i as aststhhebs enabling h vesthesIQWeL'; cit-iriserat qrofii ixstgmg est-hose .r-desired.

1 lithe cams nitially aweiese ee iefitstnb v the.eovernoner ticalseees .sdathessssi-n aligne t coast,t en.-s qendiw ei t mat sa beecm rive .forwardiv-to -.th e.-high.ran .e,. be -.skipped sand: fflllrthemll be in siel seuse sleeveF. will, remain iens eed z m inacril w ep ciallyrwheretheicanisseqntnpedw threiflilidsm pling-B,the sleeyerAZman-heikii in twilighgapge and all starts. andestopsemad thputz-tfmkh twslihna er traffic light. and.i racticableibecausesthetnuid pl g. allowshighieneinestorqueefenafamrab car. acceleration landmhecanse :geyemomK a. downshi ft..on .=bringing-"-;the, ,can te mes Th there is .automatically ipisoviidert-n aisfasmmb skins place. on. .rele-ase .:oistheelaceeleratormpeda attendant synchronization. eofussleeyer teeth .49.

When the..accele1:at0npedal isisful-lyf depressed fon theskickdown switch :N-seloseszthesebymenergizing the. Meltdown-solenoidscincuits and nausiug solenoid .H ,to. .raise opium-gen anctenelease. :la-tch Bil-thereby. ventingsohamben .82. .eAt this itimenthe sleeve. F is nnd'ernd-rivingt torqueiroms the engine operatingsunder .widesnpenathmttlel:asI-Iowener,

when slatchsa 0 is released springzilssoperatesarod t3 forwardlyundex:...accommodatiom of; gap 'llkto start the. single or plurality. oficysclesiof momentary ignition interruption bwswitch; otthus insuring release. ofisleeneiE-whereupon theeignitign.

' 65 new emsm di e 12 is finally restored byeswitch O and the engine 1 iiquickzlye speeds up; 450 engageizoverrunning. :clutch 3E tonfestablishing:.thezthirdrorfirstsdriving ratio v "depending: vamt-hersettin'gs ofasleevefide prior. to the li rzkiekdowmoperation.

.w. isltisnot alt l etheinecessaryv to provide forfree movementrofmember: 18-. relative :to movement of .,:'1-;s,1 eeve .asnafionded by the 'lost motion at gap tlllgswhend-atch. 80. isreleasedufrom the Fig. 12 Imposition oiizthewparts'a" Even without the gap l B -;i .wilhbe'apparent that when. plunger '83 israised mtowopenz nalvea- 84, the pressure inchamber"l2l .:{Wi1L rise; toward: atmospheric pressured aster than other pressure-wise inhchambers lzfi becaus'e 'of' the largereapaeity oft-eh'amber' 82 and. because pipe 'A35scommunicatesewith the-venting passages in v .;clOse;-,-pr0ximity ,:to :v-alve "84. -Such pressure dif- ';.-.-ferential-.:causes diaphragm 'I-ZB to flex forwardly to bring contact I29 into engagement with congus-tactfilMathereby=grounding the ignition system. Itsdesired the venting passage from I valve 8 to .echamber 8-2: may-be made with more restrictions =1\than.,.i-l1ustrated-,- to increasethe time' differential 2betweenepressure build-up imchambers' l2! and =1 2fiunder- 'the above conditions.

i It wi1l-be-apparent that'under ordinary driving conditions=whenplunger 83 is ei-therup or down, -sw-itch 0- will 'remain -open so that the engine ignitionwil-Loperate-normally because-the pres- 30 suredni chambers? I. 26and-'l 21 will-be equal whether these-wham-bers are subjected toatmospheric -pressure or;to vacuum.

'5 Referring'nowt'oi-the-modified arrangement in rl igx 13;;the general transmission system is, identical withetha-t inljigfilZ.

--.-In Figiyl3 =the vasiuum.switch O". has its same chamber lzfiopen tochamber 82 so that vacuum =-'therein-wi11;cause the diaphragm L28 to flex forwardly andmove -it-s-contact J29 in engagement 40 -w ithcontactl3l tcrclose the switch, contact l3! leading to thedistributer l I] ,as in Fig. 12; "Howeverfch-ambeirl-fl is .now vented .directly to the --atmosphere at|j40 andc0ntact I129 extends elec- '--trica lly-pyconductorifltto oneterminal oi a second interrupter switch'P inseries with switch O'.7;-The-other terminal ofqswitch 13 extends by conductor-15km asuitable ground, preferably to conductor -l'4l so-that it will groundgeitherat I I! through the governor switch L or else atiJ is through the 'kickdown switch N.

Switcl'rP comprises a bridging. conductor switch piece 14?, normally v held. away from the switch terminals,py a springj'144. Switch piece M3 is ..q r e y: a, .c pi fl5seont ininei a spr n I 6 f reat or e thanspr n 1M, and acting toseat ,aslide plate 141 in the bottom f 1 1 Plate 141 carries, plunger 1A8 acting on, ahall- M9 which is reyented' from fallinginwardlyout of itgigal lgnide by peening thep uide. end at J53.

. .;.Le@; 1s ..r0ds 3 .nowhasiit-snrear. .end .sQmewhat .mg eextende in.F 12 o provide a pa .qf detents. 4,5 l 152 for .,the,.b all J49.- n-Whenever re -1 4 rp sit onedrasin -E e. 13-01" fully forrthe F g :11? position; ball .lq is lew ed by spring-4 44 vacting throughoup 1.45, sp fiB pIate MI, and plunger .148 so'that is; op,e n.- 'IBHQWGVBI, .when rod 73 moves Zforwardiy imtakingup gaprz'l n. and when this rod :moyesffurtherriiorwardly :for disengaging travel of sleeverli,- switch 1:? is closed by reason of ball I49 ..being..urged upwardlyby the rod portion between detents l-t'il and dfl; any-excess of upward ball movement over that-necessary-to engage switch 76 piece lit with the switch terminals being accommodated by spring I46 which, otherwise holdsplate I4! at the bottom of cup I45.

.The ignition grounding circuit now extends:

and switch P thence by conductors I42 and MI: to either switch L and ground I IT or else to switch N and ground I I8.

In Fig. 13 the switch is not directly grounded because during normal car running when sleeve F is clutched, as in Fig. 13, the vacuum in chambers 82 and I26 causes switch 0' to be maintained closed. At this time the ignition system must be maintained operative and this is accomplished by the introduction of switch P which is open at this time. It is furthermore desirable to ground the ignition system through an interrupter switch P before grounding at l I I or H8 in order to prevent shorting the primary ignition coil as would otherwise occur from coil I II] to distributerI I I thence to conductor I33, switch 0' and conductors I II, I42 (considering switch P omitted) thence through solenoid H back to coil I I II. Such shorting is normally prevented by the switch P.

In the operation of the Fig:'13 mechanism when latch 89 is retracted from its Fig. 13 position as by closing kickdown switch N, rod 13 moves forwardly as before to take up gap I0. As soon as rod I3 moves forwardly the switch P is closed and although valve 85 is seated and valve 84 unseated for venting chamber 82, the forward movement of member I8 maintains the pressure in chamber 82 sufliciently below atmospheric pressure tocause diaphragm I28 to close switch 0" assisted, also by the relatively restricted passages 81, 88. With switches O' and P both closed the ignition interrupting circuit is established and rod l3 continues its forward movement releasing sleeve F whereupon rod 13 stops, to allow the pressure to build up in chamber I26 so that switch 0' opens, and also to cause switch P to open at detent I52.

If for any reason the rod I3 should stop or move so slowly after taking up gap III that switch 0' should open, with the sleeve F stillpartlally engaged, then, even though switch P is closed, the ignition will be automatically establishedaccompanied by engine drive instead of coast thereby facilitating further rearward movement of sleeve F and further forward movement of member I8 to cause switch 0' to close and bring about another or further cycles of momentary ignition interruption until sleeve F is finally released accompanied by opening of switches O and P. Just as for Fig. 12 the time that switch 0- remains closed, while switch P is closed, will depend on rate or movement of rod 13 and sleeve F. The ignition will thus be interrupted automatically just as often and for a period of time automatically correlated to the requirements for effecting disen-' gagement of sleeve F. Furthermore, should the sleeve F stick in its partly or even fully engaged position, then even though switch P is closed, the

switch 0 will remain open and the engine will operate normally to drive the car and as soon as 14 the aforesaid benefits arising from the Fig. 13 system.

Apart from the diiferences arising from the Fig. 13 interrupting system, the Fig. 13 mechanism operates just as described for the main embodiment in Figs. 1 to .12 and will not therefore be repeated.

I claim:

1. In a drive for a motor vehicle having an engine; transmission mechanism operable to provide a drive between the engine and the vehicle, said mechanism including positivel engageable drive-control elements one of which is movable into engaging relationship with the other to accommodate said drive and into disengaging rela tionship with respect to said other element to release said drive, said elements when relatively engaged being subject to thrust-application therebetween during said drive so as to resist relative disengagement thereof to release said drive until said thrust-application is relieved; an ignition system for said engine adapted to be interrupted to relieve said thrust-application; pressure fluid operating means adaptedfor pressure fluid operation to control movement of said movable element into one of its said relationships and to be vented to control movement of said movable element into the other of its said relationships; and means responsive to pressure fluid variation at said pressure fluid operating means for effecting interruption of said ignition system. a

2. In a drive for a motor vehicle having an engine; transmission mechanism operable to provide a drive between the engine and the vehicle, said mechanism including positively engagea-ble drive-control elements one of which is movable into engaging relationship with the other to accommodate said drive and into disengaging relationship with respect to said other element to release said drive, said elements when relatively engaged being subject to thrust-application therebetween during said drive so as to resist relative disengagement thereof to release said drive until said thrust-application is relieved; means operable to cause relief of said thrust-application; pressure fluid operating means adapted for pressure fluid operation to control movement of said movable element into one of its said relationships and to be vented to control movement of said movable element into the other of its said relationships; and means operably responsive to pressure fluid variation at said pressure fluid operating means for controlling operation of said relief means.

3. In a drive for a motor vehicle having an engine provided with an intake system; transmission mechanism operable to provide a drive between the engine and the vehicle, said mechinterrupted to relieve said thrust-application;

vacuum operating means adapted for vacuum operation to controlmovement of said movable element into one of its said relationships and to be vented to control movement of said movable element into the other of its said relationships;

mans .kiriv gq trol e1en ent,sjbne, o f. which is movable into] n a in .re r g i iav wi h other, to accomm d t aid drive. and

en re at s r i ,ease .v ap l cat n. e iehe w en5m ig to e is at ve; diseng t" trier lease saiddrive untiljsa 4 W pp v 2d;- sse ppra eib, se s? i 12 f a .-a ie a adapted i'f'o r' vacuirm '0" M tion tdj control n v ment of said movabl e e" ent into on pfitssaid relationsnips" and to s" vented: to 'coritrol m ovlefl ment' 'of-fsai'd' movable element ihto the other of its said rem-merits said vacuum operating means includin'g 'a nieinj erlada tec l'forvagcu m: operation; means extendingbetiveen'sai'djmein' her and said intake-fs'y'stem for subjecting said member tdvac'du'm in'said' intake system to effect said vacuum operation of 'said member; means for venting said vacuum subjectingmeans; and means responsive topressure' change in said vacuum-subjecting-means, when vented,

for effecting operation of saidr'elief means.

5. In a drivelfor a'motorvehicl'e having an engine provided with an intal ze system; transmission mechanism" operable to provide a drive between the engine and the vehicle, said mechanism including positively engageable drivecontrol elements one of Whichis movable into engaging relationship With theother toac'com modate said driveand into disengaging relationship with respect to said other element to release said drive, said elements-When relatively engaged being -sub ject 'to thrust-application therebetween during'f said drive so as to resist relative disengagementthereof' to release said drive until said; thrust-application is relieved; an ignition system ror' saia;eagise adapted to be interrupted to relievel said thrust-application; vacuum-operating means adapted forfvacuum operation to control 'inovement of said movable element into one :of its saidrelationshi'ps and to,

be vented to control movement of sa'idniovable element into the other of its said relationships; said vacuum operating mean :includin'g 'a-"member adapted -fo r vacuum 'operation'j I means extending betvveen sa member' and sjaid intake system fo bist i .se d m mber to v u m in said, intake system to effect said vacuum operation of said meinbeif; ir ians for venting said 'vacuum-subjectingmeans I and, differential pressure means operable in reepons e to pressure difference in said vacuum-suzbjectin -means for eifecting interruptipn 0t said ignition system.

6. In a drive for a motor vehicle having an engine transmissionmechanism operable to provide a drive between the engine and the vehicle,

sai echan sm; nclu insmositively reneaeeab e dr ve=..co t ol elements onezlofl-whichjsmovable;

' I 7. ma drive for a motor vehicle vacuum operation to control movmmss n movable element intoone of itssa'id relationships and to, be vented to: control movement of saidmovable element into the other of its said rela tionships; said vacuumoperating means includinga member adapted for vacuumbperationymeans extending between said member and said intalge system for subjecting said membertofvacuun -insaid intake system to'effect said vacuumfpperation of said member; means for venting said vacuum-sub'jecting-means'; and difierentia-l pressure means operable in response to pressdre dif;

ference between a plurality of points in said vace uum-subjecting-means for controlling opera 0 of said relief m'eans. r V eav n engine; a variable speed ratio transmission comprising means operable to effect change in thespeed ratio drive between the engine and vehicle 3- an ignition systemior said engine adapted toybe interrupted to facilitate; operation of saidspeed ratio change means; change speed control means operable to control operation of said speed ratio change means, comprising, a chamber havingra member movably associated therewith such. -tl'iat movement of said-member causes a-lag in,-prese sure build up'in said chamber; and means operable, as aresult of such lag inv pressure build-up for effecting interruption of saidignitionsystqm.

8. In a drive ;for a motor vehicle; havingian engine; a ar bl n Q tran mission comprising means operable to efiect changein the speed ratio drive betvveen the engine andvehicle-y means operable to cause momentary torque rever salin said transmission; change speed ;control means operable to control operation of said speed ratio change means, comprising, a chamber havins am mb movably oc at d he ewith su h that movement of said membercauses ,a'lagiin pressure build up in said chamber; and'means operable as a result of suchlag inpressurebuildup for controlling operation of said torque rever= sal means. v

9; In a drive for a-motor vehicle; havingnan engine provided withv an intake systemyaivariable speed ratio transmission comprising means operable to eflect' change in the-speed ratiodrive between the engine and vehicle; an ignition sys tem for said engine adapted to be interruptedrgto facilitate operation, ofsaid speed ratio change means; vacuum operating :means for controlling operationof said speed ratiochange means,;colmprising, a member, :and means "extending between said member and saidintake system for subject ing said member to vacuum in-said intake system: means for venting said vacuum-subjectingmeans; and means responsive ,to'pres'stdexchahge in said vacuum-subjecting-means for effecting interruption of said ignition system;

10. In a drive fora motor vehicle having. an engine provided with an intake system; a variable speed ratio transmission comprising means oper-' able to effect change: in '-:the speed ratioydrive between the engine and vehicle; means operable to cause momentary torgue reversal infsaid trans mission; vacuum operating means for controlling operation of said speed ratio change means, comprising, a member, and means extending between said member and said intake system for subjecting said member to vacuum in said intake system; means for venting said vacuum-subjectingmeans; and means responsive to pressure change in said vacuum-subjecting-means, when vented, for controlling operation of said torque reversal means.

11. In a drive for a motor vehicle having an engine provided with an intake system; a variable speed ratio transmission comprising means operable to effect change in the speed ratio drive between the engine and vehicle; an ignition system for said engine adapted to be interrupted to facilitate operation of said speed ratio change means; vacuum operating means for controlling operation of said speed ratio change means, comprising, a member, and means extending between said member and said intake system for subjecting said member to vacuum in said intake system; means for venting said vacuum-subjectingmeans; and differential pressure means operable in response to pressure difierence in said vacuumsubjecting-means for effecting interruption of said ignition system.

12. In a drive for a motor vehicle having an engine provided with an intake system; a variable speed ratio transmission comprising means operable to effect change in the speed ratio drive between the engine and vehicle; means operable to cause momentary torque reversal in said transmission; vacuum operating means for controlling operation of said speed ratio change means, comprising, a member, and means extending between said" member and said intake system for subjecting said member to vacuum in said intake system; means for venting said vacuum-subjectingmeans; and differentialpressure means operable iIIIBSIJOIlSB to pressure difierence between a plurality of points in said vacuum-subjecting-means, when vented, for controlling'operation of said relief means.

13. In a drive for a motor vehicle having a throttle controlled intake system; means operable under control of the vehicle driver for effecting opening and closing movements of said throttle; transmission mechanism operable to provide a drive between the engine and the vehicle, said mechanism including positively engageable drivecontrol elements one of which is movable into engaging relationship with the other to accommodate said drive and into disengaging relationship with respect to said other element to release said drive, said elements when relatively engaged being subject to thrust-application therebetween during said drive so as to resist relative disen- 'gagement thereof to release said drive until said thrust-application is relieved; an ignition system for said engine adapted to be interrupted to relieve said thrust-application; vacuum operating means adapted for vacuum operation to control movement of said movable element into one of its said relationships and to be vented to control movement of said movable element into the other of its said relationships; said vacuum operating means including a, member adapted for vacuum operation; means extending between said member and said intake system for subjecting said member to vacuum in said intake system to effect said "vacuum operation of said member; means operable in response to driver operation of said throttle-moving-means for venting said vacuumsubjecting-means; and means responsive to pres- 18 sure change in said vacuum-subjecting-means for effecting interruption of said ignition system.

14. In a drive for a motor vehicle having a throttle controlled intake system; means operable under control of the vehicle driver for effecting opening and closing movements of said throttle; transmission mechanism operable to provide a drive between the engine and the vehicle, said mechanism including positively engageable drive-control elements one of which is movable into engaging relationship with the other .to accommodate said drive and into disengaging relationship with respect to said other element to release said drive, said elements when relatively engaged being subject to thrust-application therebetween during said drive so as to resist relative disengagement thereof to release said drive until said thrust-application is relieved; means operable to cause relief of said thrust transmission; vacuum operating means adapted for vacuum operation to control movement of said movable element into one of its said relationships and to be vented to control movement of said movable element into the other of its said relationships; said vacuum operating means including a member adapted for vacuum operation; means extending between said member and said intake system for subjecting said member .to vacuum insaid intake system to efiect said vacuum operation of said member; means operable in response to driver operation of said throttle-moving-means for venting said vacuum-subjectingmeans; and means responsive to pressure change in said vacuum-subjecting-means lfor controlling operation of said relief means.

15. In a drive for a motor vehicle having a throttle controlled intake system; means operable under control of the vehicle driver for effecting openingand closing movements of said throttle; a variable speed ratio transmission comprising means operable to effect change in the speed ratio drive between the engine and vehicle; an ignition system for said engine adapted to be interrupted to facilitate operation of said speed ratio change means; vacuum operating means for controlling operation of said speed ratio change means, comprising, a member, and means extending between said member and said intake system for subjecting said member to vacuum in said intake system; means operable in response to driver operation of said throttle-moving-means for venting said vacuum-subjecting-means; and means responsive to pressure change in said vacuum-subjectingmeans for efiecting interruption of system.

16. In a drive for a motor vehicle having a throttle controlled intake system; means operable under control of the vehicle driver for effecting opening and closing movements of said throttle; a variable speed ratio transmission comprising means operable to efiect change in the speed ratio drive between the engine and vehicle; means operable to cause relief of'said thrust transmission; vacuum operating means for controlling operation of said speed ratio change means, comprising, a member, and means extending between said member and said intake system for subjecting said member to vacuum in said intake system; means operable in response to driver operation of said throttle-moving-means for venting said vacuum-subjecting-means; and means responsive to pressure change in said vacuum-subjectingmeans for controlling operation of said relief means.

17. In a drive for a motor vehicle having an said ignition 19 engine; transmission mechanism operable to provide a drive-between flh engine an the'vehile, said mechanism including positively engageabie drive-control element's "one ef wvhih is movable into engaging re'lationhibwith the "otherf'to'ac commo'date said drive and into" disengaging re lation'shi'p with" res ect to said" other element to release said drivej 'sai'd elemnts whenrelatii'lely engaged heing' s'ubjeoi; i76 'tii'rust appl ieation therebesween during' s'aid driveso:a;s =1:o'resis1i rem: tive disen gagemenfi thereof 't'o' release said drive until said thrusfi-appl'ieafiion is "relieved: means operable to cause'reli ef of 'said'thrust-application; a follower member ooe'rabl'y' connected. to" said movable'elem'enfi and adapfedLfQr movement from a first pos'iti'orr to -a -'seoond'positi6n thereof for causing m'ove'rnentiof s'aiddnovafiie element from its s'a'idengaging reIationship Iin'td its said disengaging relati'orishipfla leader member movable relative to saidfollower member from'a firstxpoe sition' or s'aid 'leadei- *member to' a second" posi tion of said l'eader 'mem'oer 'providingsa thrush transmitting reiationshifiwith respe'ct iio said'fol lower member wheri'the latter is i'h'iits i saidffirst poist'ion'," said leader membenbeing adapted for movement from its" said'sec'ond posiiiion to' a third position thereof for causin'ga movement or said -f'ol-. 1ower member-rrom its-said first' position :to tits said second' positin a chamber; passage means connecting said chamber .toiajsourcei ofzvacuum; valving means for said-passage means opera-blegto control "application of vacuum. to rsaid chamber or ventsaid chamber throughiat rleasti a" portion of said passage means; iydifferentialtfiuid:prese sure op eratel' "memberfloperably :"as'o ciate'd with said-chamber and connecfieditd rsaid: ieader' mem; ber f or movement? therewith su'ch ithatt'applica' tion' of vacuumto" 'saidchamber: will c'ause'sa'id flu-id pressure operated memberto movesaid leader member -'from.it's?said2third rposition, ,to. its said first position';-'a3;spring a'cting tomrgezmoyemerit of saidf fluid pres'sureroperateda membe'rjn opposition to: its" saida vacuum :movement; ri-and means operating in response tot'pressurerdifierentie} between said chamber and said' passage means for controlling operation idf. Said TeHBfmEZnS;

18. In adnve for ainofiorirehicl'e' having;an"rengine transmission 'rneeh'anism operable It'ogprokvide 'a drive oet wee'n the-engine and 'tlreivehicle, said mechanism 'inoli-idifig .pos'itiwel3fffeng'ageable drive-comer elements on'e 0flwh1cn is--movab1e infio engaging relationship T with: the other 1:0; 2:05- commoda'te said drive and into disengaging: relattionship with respect; to said other element to-r'ee lease said drive, 'said e'le'me'nts" when relatively engagedbeirie subjeefi w tiirusap'1b1icationthere bet'ween during said drive so as 'fto lresist relative disengagement thereof 'to release-said drive until said -t;hrust-abp1ioationisrelievedymeansx.open V able to cause relief of "saidiihrustapplieationy a follower mer nber'ooerably connec'fied to said .movable element and adapted-bforiimovement? from: a first position to a second position .tliereoffor causine movement of said-movablezelerhentgzfrom its said engaging relationshipinto'its said disengaging relationship a chamber; passage*meansrcone meeting said harnber to a source of vacuum; v'a'lvrmg means f or said-passage means operable to'conztrol application of avacuum :to :saidL-iohamber' or vent; said chamberithrougmat leastamortion, of

said passage m'eans Y a'idifferential' 'fluid'xpressure operated member operablyassociated-1withvsaid chamber and adapted for movement relativre to said follower 'member from a first positionfeoflsaid fluid pressure operated member to a second posi- 20; j t-ion urging. movement of "said follower, member! from its said: firstfpositioni toward? its saiiseond position; aspring; acting to": more saidafiuid pres: sure" operated 'membenfromt its: 'saidlfirst position 5 to itssaidrsecondcposition incresponseto opera: tion ofsai'd'c'vaiving meansr toyvent 'slaids passa e means; said-lflu'rdipressure operatedimemberrhein returnedcto 'itsi said first position 'inlliespflnsejq operation of said valving means to cause appliea tiontofivacuurnrfioxsaidschamhen: andsme ns 0P? a'ti'ng: in response totiaressureudifirenbiat(between aid-chamber; and: saidpassa-ge; m ans... DLfiQI}: trollingioperation. of .as'aidgreli eimeans j "19.115 at'di'ive for :1; motonvehicle.havine:.,anz er gine transmissionfmephanism, on rable o; ro: vide a drive. netweenitheren ine d t he, vel i cle, said;tnfechanism.includjn rpfii ryaen aeeable drive-control celementsi one Of wh s: moyab le intozeng'agingl relationshi g .l cbm'zriodatzsaiddriYQfihQ 1 2129 1 .1 aa, 4 tionslfip :withirespecj; tosaid ojsner ele ent to re le s' fia im s id elementswhenz elsiire rn g'ae'ed gbeingi 'sub jeoteto prim-13st; applipation; tfiere: between-during saidzdnre i QfiIss Q res; elem? neagement'gtn reerire ele se a. i said thrust-application is relieve mg age r; able; tocause..relief; of ;,sai thrust app}; 1 n; a

follower m mberpperablye aaectsaiase lfmerr able; element nd iaape edi ximeree .r was ingsmqvemfillhn l saidnga l1 TJf$l 1 m easmsirelationehmn um ogeratod membe tiye. ;to.:sa idifai -l.i

ofrsaid v c-11 21. Simon-ur n fI 0m'.it; s ?sa id position;

uum 1'00 of??? member from it vacuum QKLQXQ ber such mat s operated member wh means is ented,

11 Iriof sene eq ea eih fep il"??? e] 21. In a drive for a motor vehicle having an engine; transmission mechanism operable to provide a drive between the engine and the vehicle, said mechanism including positively engageable drive-control elements one of which is movable into engaging relationship with the other to accommodate said drive and into disengaging relationship with respect to said other element to release said drive, said elements when relatively engaged being subject to thrust-application therebetween during said drive so as to resist relative disengagement thereof to release said drive until said thrust-application is relievedyan ignition system for said engine adapted to be interrupted to relieve said thrust-application; a member movable to control movement of said movable element; a second member moved as a function of movement of said movable member; a fluidreceiving chamber bounded in part by said second member such that movement of said second member produces a change in pressure of the fluid in said chamber; an interrupter switch operable in response to movement of said movable member; a second switch; means for operating 'said second switch in response to pressure change in said chamber; and grounding means for interrupting said ignition system, said grounding means including said switches in seriesfwith each other.

22. In a drive for a motor vehicle having an engine; transmission mechanism operable to provide a drive between the engine and the vehicle, said mechanism including positively engageable drive-control elements one of which is movable into engaging relationship with the other to accommodate said drive and into disengaging relationship with respect to said other element to release said drive, said elements when relatively engaged being subject to thrust-application therebetween during said drive so as to resist relative disengagement thereof to release said drive until said thrust-application is relieved; an ignition system for said engine adapted to be interrupted to relieve said thrust-application; a member movable to control movement of said movable element; a second member moved as a function of movement of said movable member; a fluid-receiving chamber bounded in part by said second member such that movement of said second member produces a change in pressure of the fluid in said chamber; an interrupter switch operable in response to movement of said movable member; a second switch; means for operating said second switch in response to pressure change in said chamber; a third switch operable under control of the vehicle driver; and grounding means, under control of said third switch, for interrupting said ignition system, said grounding means including said interrupter switch and said second switch in series with each other.

23. In a drive for a motor vehicle having an engine; transmission mechanism operable to provide a drive between the engine and the vehicle, said mechanism including positively engageable drive-control elements one of which is movable into'engaging relationship with the other to accommodate said drive'and into disengaging relationship with respect to said other element to release said drive, said elements whenrelatively engaged being subject to thrust-application therebetween during said drive so as to resist relative disengagement thereof to release said drive until said thrust-application is relieved; means operable to cause relief of said thrust-application so as to accommodate movement of said movable element toward its said disengaging relationship;

means operating to control movement of said movable element; and means operably associated with said control means, including a control switch adapted for operation between open position and closed position, for controlling operation of said relief means, said control means being adapted to effect operation of said switch from one of its said positions to the other in response to predetermined speed of movement of said movable element toward its said disengaging relationship and to effect such control on said switch that said switch will remain in its said other position by reason of said movement of said movable element at said predetermined speed but will accommodate operation of said switch automatically to its said one position in the event of, and in response to, stopping of said movable element at any point in the course of its disengaging movement less than completion of such movement thereby causing restoration of said thrustapplication.

24. In a drive for a motor vehicle having an engine; transmission mechanism operable to provide a drive between the engine and the vehicle, said mechanism including positively engal'geable drive-control elements one of which is movable into engaging relationship with the otherto accommodate said drive and into disengaging relationship with respect to said other element to release said drive, said elements whenrelatively engaged being subject to thrust-application therebetween during said drive so as to resist relative disengagement thereof to release said .drive until said thrust-application is relieved;

means operable to cause relief of said thrustapplication; a follower member operably connected to said movable element andadapted for ,movement from a first position to a second position thereof for causing movement of said movable element from its said engaging relationship into its said disengaging relationship; a leader member movable relative to said follower member from a first position of said leader member to a second position of said leader member providing a thrust-transmitting relationship with respect to said follower member when the latter is in its said first position, said leader member being adapted for movement from its said second position to a third position thereof for causing movement of said follower member from its said first position to its said second position; means operating to control movement of said leader member; and means operably associated with said leader member for effecting operation of said relief means for variable periods of time proportional to and in response to varying distances of movements of said leader member at or above a predetermined speed of travel from its said first position toward its said third position.

25. In a drive for a motor vehicle having an engine; transmission mechanism operable to pro vide a drive between the engine and the vehicle, said mechanism including positively engageable drive-control elements one of which is movable into engaging relationship with the other to accommodate said drive and into disengaging relationship with respect to said other element to release said drive, said elements when relatively engaged being subject to thrust-application therebetween during said drive so as to resist relative disengagement thereof to release said drive until said thrust-application is relieved; an ignition system for said engine adapted to be interrupted to relieve said thrust-application; means operating to control movement of said seems.

23 movable element; and means; operable assoeiated; Withsaid contnok meansv for; enectin eimtemupe tion of said.- ignition. system for vazriablep niiqds oi time proportionah to. andin response to var-ye in-g; distances of: movements of saimoyable .e ze-v meet at or above apredeterminedz speed-.01;- tra '91 toward itssaid disengaging relationship.

25 drive. for. a motor. vehicle; ha m .34 1 engine; transmission mechanism operabletq pro-- vide a drive. between the engine and; the. ilehiolet said mechanism including posititelyv engageabie drive-control. elements one of: is. .mmlable into engaging relationship-with the. othentoace commodate saiddriveand'into disenga ing T8134. ti-onsh-i-p withrespeotto. said .othenelement. to release said drive, said elements when relatmely engaged being subject to thrust-application therebetween during said drmeso; asto resist relative disengagement thereof to. release said drive untilsaid thrust-application is reliexzednan v ignition system for said engine adaptedeto, be interrupted tohrelieve said thmsteapplication; a follower member operably connected tosaid' mp1- ab-l-eelement and adapted for movement from a first position toa second. position thereof for causing movement: of said: movable element from its saidengagingrelationsnip into its. said disengaging relationship; a leader member; movable rel-ativeto said follower member from. a fim'st position of said-leader member tea second posttien of said leader member providing a thrustmeans operablyassociated with said; leader-mem- 24 seriesef satiee; eisaeus ea Qt ai ti d imaproe nt ena esteem; mete a j e eve-a Pe it's aid; fir t -e -n m asset themeees is: Q .e engin news tien. oi; sai

. Mimi we s in -(t sewesmsans meanness; GW D.

111e, elll w ps; refinan es e f esen i a sleet. his'paii etz.

1.940 wines 1941 1941 r s 1-941 iQli fii Fi -i eTE Number Country-- Date 

